Manifold



Oct. 21, 1941. T; A. MORRIS 2,259,480

MANIFOLD Filed Oct. 10, 1940 ZSheets-Sheet l I NV EN TOR.

BY THOMAS A.MoRR'|s ATTORNEYS T. A. MORRIS Oct. 21, 1941.

MANIFOLD 2 Sheets-Sheet 2 Filed 001.510, 1940 u,- TII. III] INVENTOR.

THOMAS A.MORR|S BY ATTORNEYS Patented Oct. 21, 1941 N TE A-res PATENT OFFICE,

Thomas A. Morris, Detroit, Mich., assignor to National- Devicesl Corporation Detroit, Mich.

Application October 10, 1940,.Serial'No. 360,649

Claims. c1 .'12,3- -122) I The invention relates to manifolds designed for use with multicyli-nder internal combustion engines and forms a continuation in part of the subject matter of my prior applications for patent serial No. 457,600, filed May 30, 1930, and Serial No. 529,876, filed April '13, 1931 now Patent Number 2,227,462 of .Jan. 7, 1941. The primary object of both of these prior inventions was to obtain a substantially dry mixture of air and fuel for introduction into the several cylinders .of theengine. It was a further object to maintain a uniform quality in this mixture and to avoid expansion of the same by overheating. 'Such objects were attained through the use of a heated capillary surface arranged in the path of the carbureted mixture for absorbing liquid fuel, vaporizing the same and returninlg the vapor .to the current. A uniform quality of mix- .ture was obtained by the provision of a surge chamber for directly receivingthe vaporized fuel :anduniformly mixing the same with the air.

It is the object pf the instant invention to obtain an improved manifold construction including the broad features of my prior inventions in acdifferentembodiment and combined with other structural features. The invention, therefore, consists in the construction as hereinafter set forth.

vIn the drawings:

Figure 1 is a sectional elevationof my improved .rmanifold;

.Eigure -2 ,is a plan view thereof;

, Figure ,3 is a cross section. onyline 3-3 of Fig.- ure 1;

figure 41s a plan showing .a slightly modified construction; V

Figure 5 is a plan view of a portion of a capill e y' fi; Figure 6 is a view similar to Figure 1 illustratthis another modification;

Figure 7 is a cross section of Figure 5.

As illustrated, A is an inlet manifold for a multicylinder engine having an enlarged central ,portion B forming a chamber B for first receiving the carbureted' mixture and conduits C, .C C extending from saidchamber to the several cylinders of the engine. ,The carburetor (not shown) is connected to a downwardly extending conduit D arranged centrally above the chamber Bland preferably formed integral with a removable cover E for the portion B. The bottom of the chamber 13 has a'raised portion F preferably dome-shaped and centrally beneath the conduit D. The portion F is covered by a mat G formed of .capillarywmaterial.

from metal strands, each consisting of a plurality of fine wires, such for instance as .008 of an inch in diameter. Some of the strands may have the wires thereof extending longitudinally while other strands may be formed of twisted wires. In. each case, the spaces between wires are so small as to form capillary tubes into which liquid fuel will be drawn and temporarilyretainedi H is an exhaust manifold having a central portionI arranged beneath the dome F and connected thereto by the flange I and bolts I Con- .duits J and J extend from the central portion to the .exhaust ports of the several cylinders and conduct the exhaust gasesto a common discharge portion K .belowthe portion I. Thus the exhaust gases in the portion I will communicate heat to the .domeF and the mat G covering the same. This will cause the vaporization of .any liquid fuel drawn into the mat by capillary at.- .traction while at the same time the sensible heat of the member F will be absorbed by the vapor becoming latent therein. and will not be directly communicated to the .air. To regulate the :amount .of heat thus utilized, a damper L located within the portion I is adapted in one position to cutoifthe direct passage leading from the con- .Iduits J and 'J to the outlet K from the chamber i beneath the dome ,F. In another position of the damper, indicated in dotted lines, Figure 3, the exhaust gases will be compelled to pass upward beneath the dome before passing through the discharge K. A suitable thermostat maybe used t au-tomaticaIIy control the position of the damper;

A rranged in the chamber B above the dome F isaadome-shaped shield M centrally connected :to the-conduit D and extending downward there- :f-rom. shield, together with the dome F,

forms a tapering or substantially Venturi-shaped passa e through which the .carbureted mixture entering from the conduit 'D passes radially outward into an enlarged annular chamber. This enlarged chamber is formed by the portion of the chamber 13' which is above the shield M and also the portionradially outward beyond the shield. The capacity of this spaceis suflicient to slow :the velocity .of gases and to form a surge chamber in which the vaporized fuel is thoroughly commingled with the air. 1 The shield M is preferably vertically adjustably by means of screws, N engaging threaded apertures in a flange M extending radially outward from a sleeve portion M slidable on ,the conduit ,D. permits of raising e01.l w rin utheshieldto obtain the best com- Ihisis. preferably woven mingling effect.

With the construction as described, it will be understood that most of the liquid particles carried in suspension by the air entering the conduit D will impinge upon the mat G and will be drawn therein by capillary attraction. However, the heat communicated to the mat from the dome F will quickly vaporize this liquid fuel which is drawn through the Venturi passage into the enlarged surge chamber surrounding the same. From this chamber, a comparatively dry gas is drawn outward through the conduits C, C and C to the different engine cylinders. however, any condensation of the fuel occurs in these conduits C, C and C, such condensate will flow backward to the base of the dome G where a marginal portion G of the mat G will absorb the liquid and raise it by capillary attraction into the mat. Such drainage of the" condensate is insured by sloping the conduits C, C .and C upward from the point of communicationwith the chamber B to the engine inlet ports. Y. The fact that the mixture from the carburetor travels downward through the conduit D towards the domeF and is then spread radially outward facilitates separation of the liquid particles by both gravity and inertial forces. The inner face of the dome F is provided with fins or radial projections F for increasing the surface contact with the exhaust gases.

In Figure 4, there is shown a slight modification designed for use with a dual carbureter. The cap E is provided with a central auxiliary cap which latter has two openings 0 and O for.

connection with the respective carbureters.

The modified construction illusttrated in Figure '6 is designed for use with relatively heavy liquid fuels. In this construction, a chamber P is arranged above the chamber B and intermediate the same and the inlet conduit D. Q arefiues extending laterally across the chamber P, .each being covered with a capillary mat Q and being staggered in relation to each other so as to compel the incoming mixture to zigzag between the same. The fiues Q are connected with a portion of the exhaust 'manifoldso that they will be heated, and the heat communicated tojthe covering mats will vaporize any liquid fuel drawntherein by capillary attraction.v Thus a considerable portion of the liquid carried in suspension by the incoming mixture will be vaporized before the mixture impinges against the dome F.

As shown in Figures 1 and 3, the damper L is mounted on a shaft L having an outwardly extending portion to which is attached a spiral thermostat R. This will function to move the damper towards its closed position shown in full lines, Figure 3, whenever the heat from the exhaust gases becomes excessive. By properly setting this thermostat, the temperature of the mat G will be automatically controlled.

Some of the advantages of my improved construction are as follows:

First, ease in starting. Theliquid fuel absorbed in the capillary mat G will be readily vaporized even where no heat has, been applied to the wall F. This is for the reason that the capillary mat G has increased surface area wet with the liquid and from which the vapor is liberated. Also, the shield M in cooperation with the dome-shaped member F produces an 'increase in velocity of the current passing over the mat so as to rapidly carry 01f the vapor.

Second, the dome-shaped projection of the wall F, together with the shield N, cuts oil the Consequently, these passages may be increased in area and will thus increase the efficiency when the engine is operating at high speed.

. Fourth, the thermostatic control of the damper L insures that the temperature of the mat G will 'never rise to the boiling point of the absorbed liquid fuel thereby not interfering with the capillary function of the mat; also this thermostatic control effectually prevents overheating.

What I claim as my invention is:

1. An inlet manifold for multicylinder internal combustion engines comprising a central portion forming a chamber and conduits extending radially outward therefrom to the several cylinders, an axial inlet to said central chamber, a wall opposed to said axial inlet provided with a capillary surface covering, and a chamber for exhaust gases on the opposite side of said wall.

2. An inlet manifold for multicylinder internal combustion engines comprising a central portion forming an enlarged chamber and conduits extending radially outward from said chamber to the several cylinders, a dome-shaped wall pro jecting upward into said central chamber, a conduit for directing the incoming mixture downward centrally againstsaid dome-shaped wall, a capillary mat covering said dome-shaped wall, and means for directing exhaust gases against the underside of said dome-shaped wall.

3. An inlet manifold for multicylinder internal combustion engines comprising a central portion forming an enlarged chamber with conduits extending radially outward therefrom to the several engine cylinders, a dome-shaped wall extending upward into said central chamber and provided with a capillary covering, means for directing exhaust gases against the underside of said domeshaped wall, a conduit for directing the incoming mixture centrally downward against said domeshaped wall, and a shield for dividing the space within said central chamber into a radially outwardly extending Venturi-shaped passage and a surrounding surge chamber.

4. An inlet manifold for multicylinder internal combustion engines comprising a central portion forming an enlarged chamber and conduits extending radially outward from said chamber and inclining upward therefrom, a dome-shaped wall projecting centrally upward in said enlarged chamber, a capillary mat covering said domeshaped wall and extending radially outward therefrom to the points of connection with said radial conduits, means for directing exhaust gases against the underside of said dome-shaped wall, a conduit for directing the incoming mixture vertically downward against said domeshaped wall and mat covering the same, a domeshaped shield surrounding said conduit above said dome-shaped wall and dividing the space within said chamber into a radially extending substantially Venturi-shaped portion and a surrounding portion of greater capacity forming a surge chamber.

5. An inlet manifold for multicylinder intern combustion engines comprising a central portion forming an enlarged chamber and conduits extending radially outward from said chamber and inclining upward therefrom, a dome-shaped wall projecting centrally upward in said enlarged chamber, a capillary mat covering said domeshaped wall and extending radially outward therefrom to the points of connection with said radial conduits, means for directing exhaust gases against the underside of said dome-shaped wall, a conduit for directing the incoming mixture vertically downward against said domeshaped wall and mat covering the same, a domeshaped shield surrounding said conduit above said dome-shaped wall and dividing the space within said chamber into a radially extending substantially Venturi-shaped passage and a surrounding portion of greater capacity forming a surge chamber, and means for adjusting said shield vertically to enlarge or contract said Venturishaped passage.

6. An inlet manifold for multicylinder internal combustion engines comprising a central portion forming an enlarged chamber with conduits extending radially outward and inclining upward therefrom to the several engine cylinders, a dome-shaped wall extending upward into said central chamber, a capillary mat covering said dome-shaped wall with its marginal portion extending to the lower ends of said conduits, means for heating the underside of said domeshaped wall, and a conduit for directing the incoming mixture centrally downward against said dome-shaped wall, said capillary mat serving to absorb and vaporize any liquid fuel impinging thereagainst or draining back from said conduits.

7. An inlet manifold for multicylinder internal combustion engines comprising a central portion forming an enlarged chamber with conduits extending radially outward therefrom to the several engine cylinders, a wall extending centrally upward into said chamber intercepting current flow diametrically across said chamber, a capillary mat covering the surface of said wall, and a conduit for directing the incoming mixture centrally downward against said mat whereby liquid fuel dropping out of the mixture will be absorbed and uniformly distributed by said mat in contact with the gaseous current flowing thereover.

8. An inlet manifold for multicylinder internal combustion engines comprising a central portion forming an enlarged chamber with conduits extending radially outward therefrom to the several engine cylinders, a wall extending centrally upward into said chamber intercepting current flow diametrically across said chamber, a capillary mat covering the surface of said wall, a conduit for directing the incoming mixture centrally downward against said mat, and a shield above said Wall for directing the incoming current radially outward over said mat at higher velocity, said shield separating thehigh velocity current from the portion of said chamber above and surrounding the same.

9. An inlet manifold for multicylinder internal combustion engines comprising a central portion forming an enlarged chamber with conduits extending radially outward therefrom tothe several engine cylinders, a wall projecting centrally upward into said chamber, a capillary mat covering said wall, an exhaust conduit having a portion forming a chamber beneath said wall, a damper for opening and closing said exhaust conduit from the chamber beneath said wall, and a thermostat for automatically operating said damper whereby the heat communicated to said mat is automatically controlled.

10. A manifold for multicylinder internal combustion engines provided with an inlet for the carbureted mixture of liquid fuel and air, a single capillary surface within said manifold in the path of said incoming mixture, and an enlarged chamber beyond said capillary surface forming a surge chamber, said manifold having a plurality of branches extending from said enlarged surge chamber to the cylinders of said engine.

THOMAS A. MORRIS. 

